Draft-rigging for railway-cars.



G. A. JOHNSON. DRAFT RIGGING -foR RAILWAY GARS.

APPLIGATIONIILBD DBO. 26, 1912.

Patented sept. 1'6,19'1

2 SHEETS-SHEET 1..'

PLMJHT Mul. r .l

INVENTOR :Jo/m5 oRNEv wlTNEssEsl G. A. JOHNSON.

DRAFT RIGGING FOR RAILWAYGARS.

APPLICATION FILED DEO. 26, 1912.

Patented sept, 16,1913.

2 sHBETssHBBT 2.

morren sTATns PATENT orricn @EGBGB A. JOHNU, F CHICAGO, ILLINOIS', ASSIGNOR' TO WILLIAM H. MINEB., 0F

EH-AGO, ILLINOIS. l 1

sesame,

specimen 'of was Patent. Patented sept. 1e, 191e. f -lppieet'ien ed December 26, 1312. krial No. 733,536.

, To all 'whom t mag] conce/nn pacity under pulling ,"strains, an tivelyphigh capacity mentl nseful Improvementin Draft-Rigging for s' Railway-Cars, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this. specification.

'My invention relates to improvements in draft rigging for railway cars. One object of my invention is to provide a draft rigging of comparative] low caof rela.- under builing move- A further object .iis to have both the spring and friction compression resisting parts in which the [springs only are employedto resist pulling strains, and both the springs and' ilricition members'are ernployed in resisting huflng shocks. y

This application discloses an improvement upon the invention shown by my pending application, Serial lilo. 725,603, filed Octo- In the drawings Figure l is a side elevation partlyV in central longitudinzl sec-'3 avdra t rig` tion on line 1 1 df Fig. 2' o ging embodying my invention. Fig. 2 is a plan. view partly in horizontal section ony line 2 2 ofFig. 1. Fig 3 is an elevation.

part in central longitudinalsection showing t e position ofthe parts the draft rigging in full compresslon under pulling strain. Fig. 4 is an elevation partly in centra-l longitudinal section showing' the position of the parts in draft rigging in. full compression in bulli.4

Referring to the drawings b5, 5 represent l center sills or parts of the car frame to which the draft lrigging attached7 6 the end sill, T -the buffer block,- 8 the draw-bar carry iron-all of usual construction. Se-l cured between the centerA sills is the bolster filler block 10, centrally provided at its. for ward end with the vertical groove .or recess 11. The draw-bar 12 is provided with a transverse slot 13'. The compression resisting member 14 is mounted between the een` ter sills. The' front faces' 15, 15 of the boli ster ller block 10 and on either side of the recess 1:1 serve as rear stop members. The

gfront stop members 16, 16 are suitably seien-red to the center sills, and are with the adjacent portions of the center sills pro- I vided with the transverse slots 17, 17 for the passage of. the' coupler key 18..

member 20 having the y upper and lower hollow box like head 23,- which receives the 1 rear end of the draw har, and which head is provided with the' transverse slots 24 registering with the slots 17 in the center sills and front stop members, permitting the asv 1 sage of the coupler key 18, All of the afldre said slots are suitably longitudinally eX- `tended to permit the rearward movement therein of the coupler key on butiing action 'i gated to permit forward movement therein `cf the coupler key in draft action of the draft rigging.

The front follower' 253 is of usual construction, and passes between the upper and lower limbs 21 and 22 of the draftyoke. The lower limb of the draft yoke rests upon 'the tie-platee,26, whichvis secured at either .end to the lower surfaces of the cent-er sills, and serves to support the draft yoke and the compression resisting member 14 which rests between the two limbs of the said yoke. 'The compression resisting member 14 emv 4spring elements 29 therein, the connecting gpreferabl'y cylindrical inform or circular l incross section, open at its forward end 32 :which forward end is preferably provided 1with an external annular flange 33. The' rear follower 31 'is' referably a rectangular plate, which in pre erahleconstruction Isf inera-bly circular in form. A thrust member g atits rear end 36, and the spring elements l.29 at its forward end 37. In preferable construction the said thrust member i"cylii in form, having at' its. forward end an annular shoulder 38 which engages the shoulder 39 formed bythe ,rear portion of the shellt v spring elements 29 comprise preferably an outer sprlng 40 and an inner The draft yoke 19 consists of a Ushaped 35 adapted topass through the said opening' Aengages the rear portion of thejdraft yoke :limbs 21 and 22 respectively riveted to the Q off the draft ligging, and slots 17. are elon- A braces a shell 27, friction ele-ments 28, and K rod 30 and the rear follower 31, and thrust .I member 3l'. The shell 27 is hollow, and

tegralwith the shell 27. Therear end lof the she-ll is provided with theV opening 34, pref '30, which passes rearwardly throng spring 41 nested therein, both being seated annular-ly arranged segmental friction shoes 43, preferably three in number and of well known construction, adapted to engage the internal friction face 44 of the shell. A wedge 45, preferably of` pyrami'dal shape and adapted to spread the friction shoes, and having wedging faces 46 between each of which and the wedging face 47 with which the linternal portion of each friction shoe is provided is seated an anti-friction roller 48.

In preferable arrangement the friction shoes 43 are provided with internal shoulders 49 against which the forward end o-f the inner spring 41, is, seated, the outer spring being forwardly seated against the rear ends 50. of the friction shoes. The wedge is provided with a recess 51to receive the head 52 of the connectin lgf the wedge and a perforation 53 in the thrust member 357 and is provided at its rear end with the nut 54. v

On rearward movement of the draw bar the coupler key 18 slides within the rearwardly extended slots 17 in the center sills 5 and. front stop members 16, the shell is held against rearward movement by the rear stops 15, and through the front follower 25 both the friction and spring elements of combined relatively high shock absorbing capacity are compressed within the shell. On full compression the parts are in the relative positions illustrated by Fig. 4 of the drawings. bar the coupler key is in tractive engagement with said draw bar in slot 13 thereof, and with the draft yoke in the slot 24 thereof. The front follower 25 engages the frontstop member' 1G, and by means of the draft yoke 19 the thrust member 35 is drawn forwardly, and` without movement of the shell the 'springs are compressed between said thrust member 35 and the front follower in combination with the friction elements. In forward movement of the draw bar the friction elements are stationary, and substantially the entire work. of compression resistance is done by the spring. Upon'full compression of the springs on pulling movement of the gear the parts assume the position illustrated in Fig. 3 of the drawings.

I claim 1. In a railway draft rigging, in combination, a draw bar, a front follower, a shell,

rod

On forward movement of the draw ifm/3,241

springs and friction elements within the y shell, a rear follower rigidly secured to the shell, a draft yoke, a draw bar and a- -thrust member, front and rear stop members, the rear follower being in engagement with the rear-stop member, the shell having an opening for the passage of the thrust member,

the said thrust member engaging the draft f yoke at its one end and the springs at its gaging theyoke at its one end and the springs within 'the shell at its other end, the rear follower being rigidly secured to the shell, and engaging the rear stop members on both forward and rearward move. ment of the draw bar, the springs being compressed between the thrust member and friction elements on forward movement of the draw bar without bringing the friction elements into frictional action.

3. In a draft rigging for railway cars, in combination, a draw bar, front and rear stop members, a front follower, a shell, a rear follower rigidly secured to said shell, .friction elements and springs within the shell, a thrust vmember and a draft yoke, the shell havin`l an opening at Aeither end, the thrust mem er passing through the rear opening in-the shell and engaging the draft yoke back of the rear stop members, the

fr iction members engaging the front follower, the said spring being seated between the friction members and the thrust member.

4. In a draft rigging forrailway cars, in combination., a draft yoke, al draw bar connected to said yoke, a frontfollower, front and rear stop members, a friction shell within the yoke, rear followerlrigidly secured to said shell, frictionelements and spring elements within the shell, and a thrust member, the shell `being stationary and the real follower in engagement with'` the rearstop members, the thrust member extending rearwardlyv ofthe rear follower .and engaging the yoke at its rear end, and the springs within the shell at its forward end, the'friction elements being disposedy between. the front follower and the said spring.L

GEORGE A. JbHNsoN,

Witnesses I ELEANOR L. NA'SH, JOHN A. MAR'HNKUS.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of fatents;

Washington, D. C." 

